SHIPTYPE

IMO XXXXXXX
Stability Information Manual

9/2/2015
Project trim og stabilitet
Page 1-4

5.2.3 Any closing devices provided for vent pipes to fuel tanks should be secured in
bad weather.
5.3.1 In all conditions of loading, necessary care should be taken to maintain a seaworthy freeboard.
5.3.2 In severe weather the speed of the ship should be reduced if propeller emergence, shipping of water on deck or heavy slamming occurs.
5.3.3 Special attention should be paid when a ship is sailing in following, quartering or
head seas because dangerous phenomena such as parametric resonance,
broaching to, reduction of stability on the wave crest, and excessive rolling may
occur singularly, in sequence or simultaneously in a multiple combination, creating a threat of capsize. The ships speed and/or course should be altered appropriately to avoid the above-mentioned phenomena. Please refer to the Revised
Guidance to the master for avoiding dangerous situations in adverse weather and
sea conditions (MSC.1/Circ.1228).
5.3.4 Reliance on automatic steering may be dangerous as this prevents ready changes to course, which may be needed in bad weather.
5.3.5 Water trapping in deck wells should be avoided. If freeing ports are not sufficient
for the drainage of the well, the speed of the ship should be reduced or the
course changed, or both. Freeing ports provided with closing appliances should
always be capable of functioning and are not to be locked.
5.3.6 Masters should be aware that steep or breaking waves may occur in certain areas, or in certain wind and current combinations (river estuaries, shallow water areas, funnel shaped bays, etc.). These waves are particularly dangerous, especially for small ships.
5.3.7 In severe weather, the lateral wind pressure may cause a considerable angle of
heel. If anti-heeling measures (e.g., ballasting, use of anti-heeling devices, etc.)
are used to compensate for heeling due to wind, changes of the ships course
relative to the wind direction may lead to excessive angles of heel or capsizing.
Therefore, heeling caused by the wind should not be compensated with antiheeling measures, unless, subject to the approval by the Administration, the vessel has been proven by calculation to have sufficient stability in worst case conditions (i.e. under improper or incorrect use, mechanism failure, unintended course
change, etc.).
Operational Measures for Ships Carrying Timber Deck Cargoes:
According to the International Code on Intact Stability, 2008 (Resolution MSC.267(85)) the following should be noted:
3.7.1 The stability of the ship at all times, including during the process of loading and
unloading the timber deck cargo, should be positive and to a standard acceptable
to the Administration. It should be calculated having regarded to: